Frame structure for multicrankshaft engines



April 14, 1953 PIELSTICK 2,634,711

FRAME STRUCTURE FOR MULTICRANKSHAFT ENGINES Filed July 2, 1949 3 Sheets-Sheet l 'INVEN TOR. GUSTAV PIELS TICK BY 9 M ATTORNEYS April 14, 1953 G. PIELSTICK 2,634,71 1

FRAME STRUCTURE FOR MULTICRANKSHAFT ENGINES Filed July 2, 1949 5 Sheets-Sheet 2 INVENTOR. GUS TA V P/ELST/CK 7 joa Y- A TTOR/VE Y8 April 14, 1953 ca. PlELSTlCK 2,634,711

FRAME STRUCTURE FOR MULTICRANKSHAFT ENGINES Filed July 2, 1949 3 Sheets-Sheet 5 NVE'NTOR. GUST/W PILLST/C'K 57 v /dlp ATTORNIE Y5 Patented Apr. 14, 1953 FRAME STRUCTURE FOR MULTICRANK- SHAFT ENGINES Gustav Pielstick, Saint Germain en Laye, France Application July 2, 1949, Serial No. 102,809 In France July 9, 1948 This invention generally relates to multi-crankshaft engines of the general type described and claimed in my copending 'U. S. Patent application Ser. No. 102,808 filed concurrently herewith, for Improvements in and relating to multicrankshaft engines and is more specifically concerned with the provision of an improved frame structure for such an engine.

In my said co-pending application Ser. No. 102,808 there is described an improved arrangement of the component parts of a combustion engine whereby it is possible to construct highpowered unitary power plants having reduced dimensions and wherein the power output at any time may be simply and efilciently fractionized according to the particular power requirements at that time, thereby to achieve substantial savings in fuel even under reduced load operating conditions. The said arrangement as described in my application Ser. No. 102,808 essentially consisted of the provision of a plurality of laterally-spaced crankshafts, arranged generally parallel or slightly at an angle with one another, and a plurality of banks of cylinder-and-piston drive units extending parallel and adjacent to related ones of said crankshafts, said units in each bank being each adapted to. actuate corresponding crank-throws of the crankshafts relating to that bank. The crankshafts are described as having their crankthrows in equal numbers With'the corresponding throws of all thecrankshafts located in common transverse planes, and the cylinders in the respective banks are stated as being vertical or inclined. Moreover, some preferred specific embodiments are shown and described as comprising three and four crankshafts.

It isan object of this invention to provide an adequate frame structure for a multi-crankshaft engine of the type described in my above mentioned co-pending application Ser. No. 102,808.

It is an object to provide a unitary frame assembly for a multi-crankshaft engine of the type described which is adapted to provide proper stability for the resulting powerplant in operation.

Another object is to provide such a frame structure whereby the lateral spacing between the multiple crankshafts may be reduced to a minimum when retaining ready accessibility to the operating parts therein.

A further object is to provide such a frame structure which is self-supporting and does away with the necessity of additionally providing a foundation or an engine-bed of any type.

A further object lies in the provision of such 1 Claim. (Cl. 121--194) an engine frame which incorporates individual operating chambers and oil-sumps for the respective crankshafts mounted therein. V

Other and further objects and advantages of the invention will appear from aperusal of the ensuing disclosure when taken in conjunction with the accompanying drawings, given by way of non-restrictive examples, which illustrate in diagrammatical cross-section some typical embodiments of the invention.

Figure 1 shows an engine frame designed to mount a three-crankshaft engine assembly;

Figure 2 relatesto a frame for an engine including four crankshafts; and

Figure 3 shows an engine frame including means for supporting four crankshafts and further provided with means whereby a central shaft may be made to extend through the engine-frame. An engine-frame according to this invention is essentially characterised in that it comprises a unitary integral element, or elements,'integrally and rigidlyassembled together, and is formed adjacent its base with means for rotatabl y mounting at least 'a lower pair of crankshafts with their related banks of cylinders and at its top with means for similarly mounting the remaining crankshaft and/or crankshafts of the multicrankshaft power plant with its (or their) related bank (or banks) of cylinders. Moreover the arrangement of the crankshaft mounting means in the frame of the invention is symmetrical with respect to avertical longitudinal centre plane of the frame. I

Referring more particularly to Fig. 1 of-the drawings, the engine frame isgenerally shown at I and the lower pair of crankshaits at 2 and 3, while the related banks of cylinders are re:- spectively indicated at 4 and 5. As shown the pattern of the assembly is generally symmetrical relatively to the longitudinal vertical centre plane X-X of the engine-frame. A bottom cover 6 is provided to seal the base of the engine frame and define an oil-sump I therein. The frame I at the top thereof carries a third and top crankshaft 8 of the power-plant with its related line or bank of cylinders 9. A corresponding oil-sump I0 is provided within the frame for the crankshaft 8.

It will be understood that the engine frame I may be an integrally formed element such as an integral casting or forging, or it may comprise two or more separately formed elements rigidly assembled together so as finally to constitute an integral, heavy, unitary mounting block. Thus the frame I may comprise one or more castings or moldings rigidly inter-assembled through any appropriate means, or it may include rolled or forged parts welded or otherwise rigidly connected to one another, or again it may include both cast and rolled and/or forged constituent parts. Suitable partition means are included such as H, l2, to separate the individual crankshaft operating chambers r sumps from one another.

Now turning to Fig. 2, the engine frame there shown is designed to mount a lower pair of crankshafts l3 and [4 with the attendant banks of inclined cylinders l5, l6, and an upper pair of crankshafts l1, and [8 with the related banks of vertical cylinders I9, 20. Here also the disposition is symmetrical on each side of the vertical centre plane X-X. This construction is generally similar to that described above in connection with Fig. 1, except of course that an appropriate number of oil-sumps is provided, said sumps and the partitioning means defining them being designated by corresponding numerals to those used in Fig. 1.

The construction of Fig. 3 ditfers from that just described in connection with Fig. 2 in that additional partitioning means such as 22 are provided to define a centrally-located longitudinallyextending tunnel through the engine frame, said tunnel being used, as shown in Fig. 3, to lead a central shaft 2 I, such as a drive shaft projecting from an additional similar power-unit, through the engine assembly mounted on the frame I. The tunnel structure defined by the walls or partitions such as 22 serves to separate the shaft 2| from the opertaing members of the power-plant l and to mount suitable bearings, not shown, in the frame I for the support of the shaft 2|.

As will be seen from the drawings, each of the three forms shown presents the frame with the bellied zones in which the crankshafts of the lower pair of units have their activities as located wholly within the contour of the frame, the pistons and cylinders of such pair of crankshafts being in spaced relation and extending upwardly in such-spaced relation. The upper contour of the frame forms the lower wall of the bellied crankshaft zone of the single upper unit shown in Fig. 1, or of the pair of intermediate units shown in Figs. 2 and 3, the latter also having the upstanding single piston and cylinder shown in Fig.

1 or the pair of pistons and cylinders of Figs. 2

and 3. Such pistons and cylinders are located above and intermediate the pistons and cylinders of the lower pair of units, said units all including individual oil sumps, the upper contour wall of the frame forming the bottom wall of the sump for the upper unit or units.

As a result the mid or axial zone of the frame is located materially above the bellied zones of the lower pair of units, the mid or axial zone being such that lines connecting the latter with the axis of each of said lower bellied crankshaft 4 zones will present an angle of at least with the angle of material depth between the lines. However, since the bellied zone or zones of the upper unit or units do not lie within the contour of the frame, such mid or axial zone of the frame lies below the axis which forms the symmetrical center for all of the bellied zones.

The condition is made clear by a comparison of Figs. 2 and 3, Fig. 2 omitting the symmetrical axis, whileFig. 3 presents the addition of central shaft 2| which is shown as symmetrical to all of the bellied crankshaft zones, being designed to be operatively connected to all of the individual crankshafts.

This arrangement permits the development of a strong and sturdy supporting frame capable of sustaining the heavy duty service which the present invention is designed to meet, and yet permit such development without materially enlarging the width dimension of the assembly, whether the assembly includes three or four of the units; each of the three forms providing for highly efficient service even under the heavy duty service conditions for which the invention is especially developed.

It will of course be understood that a variety of modifications and additions may be made in and to the specific structures described and shown without departing from the spirit of the invention as defined by the scope of the ensuing claims.

What I claim is:

' A frame for a multi-crankshaft power plant comprising a plurality of piston and cylinder units and their respective crankshafts, said frame supporting each of said units, the crankshafts of two of said units being located and supported within and below the central axis of the frame and in the lowermost portion thereof, said two units being spaced apart, the spacing and position relative to the central axis of the frame being such that lines connecting the central axis with; the axis of each of the crankshafts will present an angle of at least 90, said two units having their respective longitudinal axis extending upwardly and outwardly, at least one additional power unit being supported in the upper part of said frame, and partition means in said frame forming sumps for said power units.

GUSTAV PIELSTICK.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,466,394 Fornaca Aug. 28, 1923 2,419,305 Woolson et al Apr. 22, 1947 FOREIGN PATENTS Number Country Date 429,805 France June 27, 1911 

